Railway traffic-controlling apparatus



patented Feb. l2, E924.

rrr

LLOYD V. LEWIS, OF EDGEWOOD BOROUGH, AND FRANK Hi NICHOLSON, OF VVILKINS-1 BURG, PENNSYLVANIA, ASSIGNORS TO THE UNION SWITCH SIGNAL COMPANY, 0F SWISSV E, PENNSYLVANIA, A CORPORATION 0F PENNSYLVANIA.

RAILWAY TRAFFIC-CONTROLLING APPARATUS.

Application filed February 15, 1922. Serial No. 536,787.

To au., v/tom t may concern.'

Be it known that we, LLOYD V. LEWIS and FRANK H. NICHOLSON, citizens of the United States, residing at Edgewood Borough and. Wilkinsburg, respectively, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Railway Traino-Controlling Apparatus, of which the following is a specification.

Our invention relates to railway traffic controlling apparatus, and particularly to apparatus of the type comprising speed governing means on a vehicle requiring the continuous supply of energy from the trackway to permit -unretarded progress of the vehicle. Y

One feature of our invention is the provision Vof novel means for permitting unretardedprogress of the vehicle along a portion of track which is not equipped for sup-` plying such energy to the vehicle, which portion may be ltermed nonpositive control territory, to distinguish it from positive control territory which is equipped for supplying energy to the vehicle.

We will describe` one form of apparatus embodying our invention, and lwill then point out the novel features thereof in claims.

In the accompanying drawing, Fig. l is a diagrammatic view showing one form of apparatus embodying our invention, and Fig. 2 is a view showing on an enlarged scale the vehicle carried receiving coils and receiving circuits shown in Fig. 1.

Similar reference characters refer to similar parts in each ofthe views.

Referring to the drawing, the reference characters 1 and 1a designate the track rails of a railway along which traic normally moves in the direction indicated by the arrow. The stretch of track here Ashown includes a positive control territory N-U,

.'Ijhe positive control territory N-U is dlvided, by insulated joints 56 in the track rails, into a plurality of track sections N-P,

P-Q, and Q-U, each of which sections is provlded w1th a track circuit comprising a source of current. and a track relay. As here shown, the source of current for each track circuit is the secondary 57 of a transformer 'with alternating current by a generator 60. The relay for each section is designated by the reference character K with an exponent corresponding to the location, andcomprises a winding `61 connected across the track rails of the section, and a cooperating winding 62 constantly supplied with alternating current by the secondary 65 of an adjacent transformer X the primary 58a of which is connected with the transmission line 59. Each relay includes a contact 63 which occupies an intermediate position when the relay is de-energized and is swung to the right or to the left according as track winding 6l is supplied with current of one instantaneous relative polarity or the other.

Located adjacent the entrancev end of each track section is a roadside signal designated by the reference character' L with an exponent corresponding to the location. Each of these signals is controlled by the associated track relay K in a usual andwell known manner, but inasmuch as the control of the signal has nothing to do with our present simplify the disclosure as much as possible.-

Sufice it to say, that when a track relay is (le-energized, t e associated signal indicates stop; when the track relay is energized by track current of lreverse relative polarity (that is, when contact 63 is swung to the left), the signal indicates caution; and when the relay is Yenergized by track current of normal relative polarity (that is, when the contact 63 is swung to the right), the si nal indicates proceed.

nterposed in each track circuit between' the transformer secondary 57 and the track rails is a pole-changer which is designated by tfie reference character Z with an exponent corresponding to the location. Each of these pole-changers is operated by the adjacent signal L in such manner that current of normal relative polarity is supplied to the track rails when the signal indicates proceed or caution, and current of reverse relative polarity is supplied to the track rails when the signal indicates stop.

The apparatus thus far Vreferred to is constructed and arranged in accordance with well known principles of railway signaling, and the operation of this portion of the apparatus will be understood without further explanation.

Each track section in the positive control territory is provided with means for supplying line current to the track rails. For this purpose a resistance 68a is connected across the track rails at the entrance end of the section, a second resistance 68b is connected across the rails at approximately maximum braking distance from the exit end of the section, and a third resistance 68C is connected across the rails at the exit end of the section. Line current is constantly supplied lto the rails of each section between resistances 68a and 68b by means of a secondary 67 on the adjacent transformer X, the terminals of which secondary are connected with -the middle points of these two resistances, respectively.- Line current is also at times supplied to the rails of each section between resistances 68b and 68c by a secondary 66 on the adjacent transformer T. One terminal of secondary 66 is constantlyY connected with the middle point of resistance, 68h, while the other terminal is at times connected with the middle point of resistance 68 through contact 63 of the track relay K for the section next in advance and also through a contact 64 operated by the signal L for lsuch section next in advance, contact 64 being closed when the signal indicates proceed or caution, and open when the signal indicates stop.

it will be seen from the foregoing, that linecurrent is always supplied to the rear portion of each track section, whereas such current is supplied to the forward portion between resistances 68b and 68c when the next section is unoccupied, but not when such section is occupied.

The only exceptions tothe arrangement of trackway apparatus just specified are that the last section Q'U in the positive control territory is constantly' supplied with track circuit current of normal'relative polarity, in that there is no pole-changer between the rails of this section of the secondary 57 of transformer TU, and this section is also constantly supplied with line current throughout the entire section by secondary 66 of transformer TU. The reasons for this special arrangement of apparatus in section Q-U will appear hereinafter.

The reference character 0 designates a railway vehicle, which may be either a car or a train. Mounted on this vehicle (See Fig. 2) in front of the forward axle are two magnetizable cores 69 and 69 located directly above the track rails 1 and la, respectively. The cores 69 and 69a are provided with windings 73 and 73a which are connected in a receiving circuit. a in such -manner that the currents induced in these windings by track circuit current from transformer secondaries 57 are cumulative, whereas the currents induced in these windings by line currents from secondaries 66 and 67 are'` in opposition and therefore create no current in circuit a. Also mounted on the vehicle 0 in a suitable position, such as in the rear of the forward axle,"are two other magnetizable cores 7() and 70a, located directly above the track rails l and la, respectively. These cores are provided with windings 17 3 and l73,`which are included in a receiving circuit b in such manner that the currents induced in these windings by line current in the track rails are cumulative, whereas the currents induced in these windings by track circuit current in the track rails oppose each other and therefore create no current in the circuit b.

The reference character A designates a relay carried by the vehicle O, and which we will term the main relay. As here shown, this relay is of the induction motor type, comprising a rotor 2 and two stator windings 3 and 3a. The windings 3I and are controlled by the energy created in circuits a and b respectively, by currents in the track rails. Interposed between the receiving circuit a and the relay winding 3 is an amplifying device 71, and interposed between receiving circuit b and relay winding 3a is another amplifying device 72. These amplifying devices may be of any suitable form and they are not illustrated indetail herein because the form no part of our resent invention. he rotor 2 of relay operates three circuit controlling contact fingers 4, 5 and 6. The control of Arelay Ais such that when line current is supplied to the receiving circuit b and track circuit of normal relative polarity is supplied to receiving circuit a, the contact ngers are swung to the right, which we will term the normal position, whereas, when the receiving circuit b is ener 'Zed and the receiving circuit a is energiz by track circuit current of reverse relative polarity the contact fingers are swung to the left, which we willterm the reverse position. When either receiving circuit a or b is de-energized, the relay AA is de-energized, so that its contact fingers oc# cupy their vertical positions. It will be seen at once from the foregoing that when the vehicle is traveling under a proceed signal, the main relay A is energized in normal direction, and that when the vehicle is traveling under a caution signal this relay will be energized in reverse direction, whereas, after the vehicle passes the resistance 68b in a caution block, relay A will become deenergized due to the loss of line current.

The main` relay A controls speed governing mechanism represented by the reference character E, which mechanism comprises a high speed magnet H and a medium spiced ma et M.v The complete mechanism is not illustrated in the drawing for the reason that it forms no part of our invention. This mechanism is so constructed, however, that when the high speed magnet H isf energized, the vehicle may proceed at -full ialg an speed, such for example as 60 miles er hour; when the high speed magnet is de-energized and the medium speed magnet M is energized, the vehicle may proceed at an intermediate speed such as 35 milesper hour; and when .both magnets are de-energized a brake application will be incurred if the vehicle exceeds a fixed low speed, such for example, as 15 miles per hour.

The speed governin mechanism E is controlled by the main re a A, and. also by an auxiliary relay F, as we-l as by a manuall operable circuit controller D. The auxi relay F is Slow-releasing in character is normally deqenergized. The circuit controller D, as here shown, is a push button comprising back contacts 7 7a which are normally closed, and front contacts 8 and 8a which are closed when the button is actuated vby the engineer or operator of the Vehicle.

The high speed magnet H is vprovided with a primary circuit controlled by the normal contact 5 5a of relay A, this circuit being as follows: From terminal B of a suitable source of current, through Wires 9, 10 and 11, normal contact 5 5 of the main relag A, wires 12 and 13, back contact 14-14 o the auxilia back contactsv 7a of push button D, wire 17, magnet H, and Wires 18 and 19 to terminal C of' the same Source of current. This circuit is closed only when relay F is open, push button D is innormal position, and the main relay A is ener ized in normal direction, that is when tra c conditions in advance of the vehicle are such vthat unretarded progress of the vehicle isl permissible.

The medium speed magnet M is controlled b a reverse contact 5 5" of relay A, the circuit for this magnet being from terminal .the speed governing mechanism ,27 and 24 to terminal i.

relay F, wires 51, 15 and 16,

ywire 20, magnet M, and wires 21 and 19 to terminal C. This circuit will, of course, be closed only when the vehicle is proceeding under a caution indication.

In the iform of apparatus here shown the vehicle is further provided with a cab signal S comprising four electric lamps G, Y, R and W. The lamps G, Y and R are controlled by the main relay A in such manner as to indicate traflio conditions in advance; the lamp G when illuminated indicates proceed or high speed, the lamp Y when illuminated indicates caution or medium speed, and the lamp R when illuminated indicates low speed. The fourth lamp W is What we will term a cut-out lamp, and is provided to Iindicate to the en ineer when is cut out of service as hereinafter explained.

The circuit for the high speed cab signal lamp G is from terminal B, through wires 9 and 28, normal contact 1-4?, of relay A,`

wire 22, lamp G, and Wires 23 and 24 to terminal C. The circuit forthe medium speed lamp Y is from terminal B, through vthrough Wires 9, 10 and29, back contact. 6 6, wires 30 and 31, back contact 32 32` of relay F, wire 33, 1am ,R,' and wires 34, It will be seen, therefore, that lamp G is lighted when relay A is'ener'gized in normal'direction, lamp Y is lighted when relay A is energized in the reverse direction, and lamp R is lighted when relay A is lele-energized, provided that rela F is also de-energized.

T e auxiliary relay F is provided with a gek-up circuit which passes from terminal through wires 9, 10 and 11, normal contact-5 5a of relay A, wires 12 and 38, contacts 8 8a of push button D, wires 39, 40 and 41, winding of relay F, and wire 42 to terminal`C. It will be observed that this circuit can be closed only when the main relay A is energized in normal direction. The auxiliary relaY F is further provided with a stick or holding circuit which passes from terminal B, through wires 9,10 and 29, back contact 6 6n of rela A, wires 30 and 31, front contact 32`32 of relay F, wires 43 and 41, windin of. relay'F, and wire 42 to terminal C. his circuit can be closed only when relay F is closed and relay A is de-energized.

When rela F is closed an auxiliarycircuit for the igh speed magnet H is closed, which circuit passes from terminal B, through wires 9, 10 and 29, vback contact 6 6a 'of relay A, wires 30, 35, 49 and 59,v front contact 14 14b of relay F, wires 51,

las

ton D, wire 17, magnet H, and wires 18 and 19 to terminal C. It follows, therefore, that while relay F is closed and relay A is deenergized, the vehicle may proceedy at full speed. At such times, that is, while relay F is closed, the white lamp W of t-he cab signal S is lighted by virtue of a circuit which passes from terminal B, through wires 9, 10 and 29, 'back contact 6 6, vires 30 and 35, front contact 36 of relay F, wire 37, lamp W, and wires 27 and 24 to terminal C. This lamp then gives the engineer or driver of the vehicle a constant indication of the fact that the automatic control of the vehicle is eliminated.

The operation of the apparatus is as follows:

positive control territory, that is, the end of section Q-U, the engineer will reverse push button D while relay A is still energized in normal direc-tion, thereby closing the pick-up circuit for relay F. The push button D must be held in the reverse position until the vehicle actually enters nonpositive control territory, that is, until relay -becomes de-energized; when this occurs, the holding circuit for relay F is closed, because back contact 6--61 of relay A is then closed and contact 32-32" of relay F is already closed. Push button D may then be released and relay F will remain energized. The auxiliary circuit for the high speed magnet H is then closed, so that in spite of the fact that relay A is deenergized, the train may proceed into and through the noupositive control territory at full speed without incurring an automatic application of the brakes.v

Inasmuch as both circuits for the high speed magnet H include the back contact of the push but-ton D, it follows that magnet H is de-energized while this button D is held in the. reverse position by the engineer.l rl`he speed governing and brake control mechanism E is so designed, however, that if the push button D is not held in reverse position for a time interval greater than that determined by a delayed brake application device, the bra-kes will not be applied, even though, the circuit for magnet H is open at contacti`7-7. This 1delayed brake application device forms no part of our'present invention, and, consequently, is not illustrated inthe drawing. Such a device is fully disclosed and claimed in a co-pending application filed by Frank H. Nicholson on or about the 14th day of July, 1921, Serial No. 484759, for Railway traiiic controlling apparatus. It is sufficient for-purposes of the present application to' state that by virtue of this device an automatic applicatm of the brakes, due to de-'energization of magnet H, is delayed for an interval of time which is approximately inversely proportional., to

lV hen the vehicle approaches the end of lessees the actual speed of the vehicle. This device, therefore, permits the engineer to hold push but-ton D in the reverse position for an interval of time which is approximately inversely proportional to the speed of the vehicle without incurring an automatic application of the brakes, and, consequently, it makes it incumbent upon the engineer'to operate the push button D at a point only a short distance from the place where positive control territory ends and non-positive control territory begins. In other words, the operation of push button D, if a brake applic-ation is to be avoided. is restricted to a short space at the end of positive control territory, and the higher the speed the shorter this space becomes.

It. will be noted that the pick-up circuit for relay F includes a normal contact of relay A, but not a reverse contact of this relay. It follows from this that the engineer cannot pick up relay F when approaching a stop signal, because at such times relay A is energized in the reverse ydirec-tion, and, consequently, the pick-up circuit for auxiliary relay F is open at contact 5 5 of relay A.

It will also be observed that the holding circuit for relay F includes back contact 6 6l of relay A. lt follows from this that the stick or holding circuit for relay F cannot be closed while the vehicle is traveling under a proceed indication. If the engineer reverses push button D under such conditions, relay F will become energized, but will again become (le-energized immediately upon release of the push button D. lf the engineer holds push button D in reversed position for more than a given interval of time, determined by the delayed brake application device, then magnet H will become (le-energized because its circuit is opened at contact 7*7' of push button D, and so the low speed limit will be imposed on the vehicle.

It will be obvious that when the vehicle leaves a portion of track equipped with positive control apparatus and enters a branch line not so equipped, the automatic governing apparatus may be cut out of service in the same manner as when the vehicle passes from positive control territory to nonositive control territory on the saine track).

rlhe only condition under which relay A changes from its normal energization to its (ie-energized condition while the vehicle is in` positive control territory is when the supply of vehicle governing current to the transmission line 59 fails. bviously, however, the engineer does not know when such failure is ing to occur, and so he is unable to picoup relay F at such time by the operation of push button D. One urpose of the circuit controller J (hereina rcaplained) is to permit the vehicle to proceed iso ' iary relay F, thereby automatically without vundue delay when such failure occurs.

, The conditions under which the brake application mechanism can be actuated are the same as the signal conditions atl a medium speed crossover, and, consequently, the engineer may utilize the relay F in making a crossover move of this character. He may also utilize, this relay while entering or leaving congested terminal territory, while operating over temporary routes or detours, or while passing over'other sections of track where it may be desirable on account of emergency conditions to provide for expeditious movement of traiiic without automatic control by traffic conditions. in advance. Y

It may bevdesirable in some instances to provide means under the control of the en- -it is shown in the drawing) to its reverse position in a short `interval of time, but thatv the return movement to normal position requires a considerable time interval, such as from one to four minutes. When circuit controller J has been reversed, the following pick-up circuit for relay- F is closed. From terminal B, through wires '9, 10 and 29, back. contact 6 6a of relay A, wires 30, 35, 49 and 47, Contact 45-54--45a of circuit controller J, wires 48, 40 and 41,

\ winding of relay F, and wire 42 to terminal C. The holding circuit for relay F is then the same as before. When the slow acting controller J is provided, wire l5 is omitted from the circuits for magnet H, so that t-hese circuits then pass from wire 51 through Wire 53, contact 44-54-44a of controller 5, and wire 55 to wire 16. It will be seen, therefore, that. after the circuit controller J has been operated to close relay F the circuit of magnet H will be opened at contact 44--54-443 and, provided relay A remains de-energized, a time interval .of

from one to four minutes will elapse before magnet H can become energized, that is, before this contact can be closed.

When the vehicle re-enters positive con-` trol territory, the main relay A will be` 'come energized in either normal or reverse direction, and the-opening of the back contact of thisrelay will de-energze the auxilrestoring the parts'of the apparatusto t eir normal conditions. If the train control system is not in proper working order, however, relay F will continue to be energized and the engineer will be apprised of the fact by the continued burning yof lamp W.

Although we have herein shown and described only one form of apparatus embodying our invention, it is understood that various changes and modifications may be made the-rein within the scope of the appended claims without departing from the spirit and scope of our invention.

Having thus described our invention, what We claim is:

1. Railway traflic controlling apparatus comprising mechanism on a vehicle requiring the continuous supply of energy from the trackway to permit unre-tarded progress of the vehicle, and means' on said vehicle including a manually operable device for removing` said mechanism from control'by trackway energy to permit the vehicle to pass without retardation through territory not equipped for supplying energy to the vehicle, said means being effective o nly if the Ymanually operable device is actuated just before the supply of energy from the,

trackway ceases.

2. Railway traiiic controlling apparatus comprising a vehicle, a relay thereon controlled by energy received from the trackway and requiring a continuous supply of such energy to keep the Yrelay energlzed,

vehicle governing mechanism controlled by said rela and requiring that the relay be energize to permit unretarded progress of the vehicle, and means on said-vehicle including a lmanually operable device for causing said vehicle governing mechanism to permit unretarded progress of the vehicle when said relay is de-energized provided that' said device is actuated just before said relay .becomes de-energized.

3. Railway traiiic controlling apparatus comprising a vehicle, a relay thereon controlled by energy received from the trackway and requiring a continuous supply of such energy to keep the relay energized, speed overning mechanism controlled by said re a and requiring that the relay be energize to permit full speed, and means including a vmanually operable circuit controller for causing, ysaid speed Jgoverningl mechanism to permitffull'speed when sai relayv is de-energized. provided thathsaid circuit, controller is actuated before said re'` lay becomes de-energized.

4. Railway tralic controlling apparatus comprisingif'a. vehicle, a relay thereon controlled by energyreceived from the trackwayand requiring a continuous supply of such energy to keep the relay energlzed, vehicle governing mechanism controlled by said rela and requiring that therelaxy energize to permlt unretarded progress ofi the vehicle, and means including a slowacting manually operable circuit controller for causing said vehicle governing mechanism to permit unretarded progress of the vehicle when said relay is (le-energized.

5. Railway traiiic controlling apparatus comprising a vehicle, a main relay thereon controlled by energy received from the trackway-and requiring a continuous supply of such energy to keep the relay energized, vehicle governing mechanism controlledby said main relay and requiring that the relay be energized to permit unretarded progress of the vehicle, and means including an auxiliary relay on said vehicle for causing said vehicle governing mechanism to'permit unretarded progress when said auxiliary relay is energized and said main relay is de-energized, and means on the vehicle including a manually operable device for energizing said auxiliary relay provided that said device is operated while the main relay is closed and for subsequently keeping said auxiliary relay energized if the main relay is open.

6. Railway traiiic controlling apparatus comprising a vehicle, a main relay thereon controlled by energy received from the trackway and requiring a continuous supply of such energy to keep the relay energized, speed governing mechanism controlled by said main relay and requiring that the relay be energized tokpermit full speed, an auxilia relay on said vehicle, manually operab e means on the vehicle for energizing j said auxiliary relay,'means for causing said speed governing mechanism to permit full' speed when said auxiliary relay is energized and said main relay is de-energized, and a cut-'out signal controlled by said auxiliary relay.

7; Railway treibe-controlling apparatus comprising a main relay on a vehicle controlled by venergy received from the trackway and energized in normal or reverse direction under high speed or medium speed traflic conditions, respectively, and de-enerigized under low-speed traflic conditions as well as when the vehicle is traversing non. positive control territory; speed governing mechanism controlled by said relay for permitting high', medium, or low speed according as the relay is energized in normal or reverse direction or is de-energized; an auxiliary relay on said vehicle, a ick-u circuit for said auxiliary relay including a Y, manually operable circuit controller and a normal contact of said main relay, a holding circuit for said auxiliar contact closed when saidI main relay is eenergized, and means for causing said speed governing mechanism to permit high speedwhen said auxiliary relay is `energized.

8. B -ailway traic controlling apparatus compris; a main relay 4on a vehicle conrelay includin a trolled by energy received from the trackway and energized in normal or reverse direction under high speed or medium speed traiiic conditions respectively, and cle-energized under low speed tiaiiic conditions as well as when the vehicle is traversing nonpositive control territory; speed governing mechanism controlled by said relay for permitting high, medium or low speed according as the relay is energized in normal or reverse direction or is de-energized; an auxiliary relay on said vehicle, a pick-up circuit for said auxiliary relay including a manually operable circuit controller and a normal contact of said main relay, a holding circuit for said auxiliary relay including a contact closed when said main relay is deenergized, a second pick-up circuit for said auxiliary relay including a sloivacting manually operable circuit controller and a contact closed when said main relay is deenergized, and means for causing said speed governing mechanism to permit high speed when said auxiliary relay is energized.

9. Railway traii'ic controlling apparatus comprising a main relay on a vehicle controlled by energy received from the trackway and'energized in normal or reverse direction under high speed or medium speed traffic conditions, respectively, and de-energized under low speed traliic conditions as well as when the vehicle is traversing territory not equipped with means for supplying such energy, an auxiliary relay on the vehicle, a quick-acting manually operable circuit controller on said vehicle; speed ovo'erning mechanism on said vehicle, inclu ing a high speed magnet controlled by a normal contact of said main relay, a back contact of said auxiliary relay and a back contact of said circuit controller; said mechanism also including a medium speed magnet controlled by a reverse Contact of said main relay, a pick-up circuit for said auxiliary relay including a normal contact of said main relay and a back contact of said circuit controller, a holding circuit for said auxiliary relay including a back contact ofsaid main relay, and a branch for the circuit of said high speed magnet around said back contact of said auxiliary relay and said normal contact of said main relay and including a said auxiliary relay and a back contact' of said circuit controller; said mechanism also including a medium speed magnet con- Ytriolled by a reverse contact of said main relay, a ick-up circuit for said auxiliary relay inc uding a normal contact of said main rela and a back contact of said circuit control er, a holding circuit for said auxiliary relay including a back contact of said main relay, a slow-acting manually operable circuit controller on said vehicle, a second pickup circuit for said auxiliary relay including a front contact of said slow-acting circuit controller and a back contact of said main relay, a branch for the circuit of said high speed magnet around said auxiliary relay back contact and said main relay normal contact, said branch including a front contact of said auxiliaryrelay and a back contact of said main relay. f'

11. Railway traic controlling apparatus comprising a main relay on a vehicle controlled by energy received from the trackway and energized in normal or reverse direction under high speed and medium speed traffic conditions, respectively, and de-energized under low speed traffic conditions as well as when the vehicle is traversing nonpositive control territory, speed governing mechanism controlledby said relay for permitting high, medium or low speed according as the relay is energized in normal or reverse direction or is de-energized, and manually operable means for causing said speed governing mechanism to permit high speed when said relay is de-energized.

12; Railway traic controlling apparatus com rising a main relay on a vehicle control ed by energy received from the trackway and energized in normal or reverse di- .A rection under high speed and medium speed trafiic conditions, respectively, and de-energized under low speed traiic conditions as well as when the vehicle is traversing nonpositive control territory, speed governing mechanism controlled by said relay for permitting high, medium or low speed according as the relay is energized in normal or reverse direction or is (le-energized, and means including a quick-acting manually operable circuit controller for causing said speed governing mechanism to permit high speed when said relay is de-energized provided that said circuit controller is actuated while said relay is energized in normal dil" com rising a main relay on la vehicle contro ed by energy received from thev trackv -way and energized in normal or reverse direction under high speed and medium sneed i able circuit controller, a holding circuit for trame conditions, respectively, and de-energized under low speed traic conditions as` well as when the vehicle is traversing nonpositive control territory, speed governing mechanism controlled by said relay for permittinghigh, medium or low speed according as the 'relay is energized in normal or reverse direction or is de-energized, and means including a slow-actig/manually operable circuit controller fo causing said speed governing mechanism to permit high speed when said relay is d -energized 14. Railway traiiic controlling apparatus, comprising a trackway having positive control territory equipped With means for supplying vehicle governing energy to vehicles and non-positive ,territory not so equipped, a main relay on a vehicle controlled by energy received from the trackway and having front and back contacts closed, respectively, when the relay is energized and de-energized, a normally de-energized auxiliary relay .on said vehicle, a manually operable circuit controller on the vehicle hav- Jing a Vnormally closed back contact and a normally open front contact, a pick-up circuit for said auxiliary relay including a front contact of the main relay. and the front contact of said manually oper- 05 said auxiliary relay including a back contact of the main relay, .speed governing mechanism on the vehicle including a magnet. normally controlled by the back contact of said manually operable `circuit controller and afront contact of said main relay, and

an auxiliary circuit for said magnet controlled by a front contactof said auxiliary relay and a back contact of said main relay and said back contact of the manually operable circuit controller.

15. Railway traliic controlling apparatus comprising a trackway having positive control territory equipped with means for supplying vehicle governing energy to vehicles and non-positive control territory not so equipped, a vehicle provided with a main relay controlled by vehicle governing energy received from the trackway and having front and back contacts closed respectively when the relay is energized andl d e-energized, a normally de-energized auxiliary relay on said vehicle, a manually operable circuit controller on said vehicle having a normally closed back contact and a normally open front contact, a pick-up circuit for said auxiliary relay controlled by a front contact of said.main relay and the front 'contact' of` said manually operable circuit -.controller, a holding circuit' for said auxil- 125 efective' when said auxiliary relay is energized for removing said mechanism from control by a front contact of the main relay.

1G. Railway trafiic controlling apparatus comprising a trackway having positive control territory equipped with means for supplying vehicle governing energy 'to vehicles and non-positive control territory not so equipped, a vehicle provided with a main relay controlled by vehicle governing energy received fromy the trackvvay and having front and back contacts closed respectively, when the relay is energized and de-energized, a normally de-energized auxiliary relay on said vehicle, a manually operable circuit controller on said vehicle having a normally closed back contact and a normally open front contact, a pick-up circuit for said auxiliary relay controlled by a front contact of said main relay and the front contact of said manually operable circuit controller, a holding circuit, for Said auxiliary relay controlled by al back contact of said main relay, speed governing mechanism on said vehicle normally requiring that said main relay be energized and that the back contact of said circuit controller be closed to permit unretarded progress of the vehicle., and means effective to permit unretarded progress of the vehicle when said main relay is cle-energized provided that said auxiliary relay is energized and the back Contact of said circuit controller is closed.

17. Railwhy traflic controlling apparatus comprising a trackway having positive control territory equipped With means for supplying vehicle governing energy to vehicles and non-positive control territory not so equipped, a vehicle provided With a main relay controlled by vehicle governing energy received from the trackway and having front and back contacts closed respectively, when' the relay is energized and cle-energized, a normally de-energized auxiliary relay on said vehicle, a manually operable circuit controller on said vehicle having a normally closed back contact and a normally open front contact, speed governing mechanism on said vehicle normally requiring that the front contact of said main relay and the back contact of said circuit controller be closed to permit unretarded progress ot the vehicle, means for closing said auxiliary relay when the front contact of said circuit controller is closed and said main relay is energized, means for subsequently vkeeping said auxiliary relay closed if the main relay is de-energized, and means effective to permit unretarded progress of the vehicle when said main rela is open provided said auxiliary relay an the back con- .i tact of said circuit controller are closed.

18. Railway traffic controlling apparatus y comprising a trackway having positive conplying vehicle governing energy to vehicles and non-positive control territory .not so equipped, the means in the positive control territory being arranged to supply energy to the vehicle of one relative polarity or the other according to proceed or caution traffic conditions in advance, a vehicle provided with a main relay controlled by energy received from the trackway and energized in normal or reverse direction according as such energy is of normal or reverse relative polarity, a normally de-energized auxiliary relay on said vehicle, a manually operable circuit controller on said vehicle having a normally closed back contact and a normally open front contact, speed governing mechanism on the 'vehicle normally requiring that the main relay be energized in normal direction and the back contact of said oircuit controller be closed to permit unretarded progress of the vehicle, means for closing said auxiliary relay when the front contact of said circuit controller is closed and said main relay is energized in normal direction but not when said main relay is energized in reverse direction, means for subsequently keeping said auxiliary relay closed if the main relay is de-energized, and means effective to permit unretarded progress of the vehicle when said main relay is de-energized provided said auxiliary rela and the back contact of saidv circuit contro ler are closed.

19. Railway traflie controlling apparatus comprising a trackvvay having positive pntrol territory equipped with means for .supplying vehicle governing energy to vehicles and non-positive control territory not so equipped, the means in the positive control territory being arranged to supply energy to the vehicle of one relative polarity or the other according to proceed orcaution trafic conditions is advance, a vehicle provided With a main relay controlled by energy received from the trackway and energized in normal or reverse direction according as such ener is of normal or reverse relative polarity, a normally deenergized auxiliary relay on said vehicle, a manually operable circuit controller on said vehicle having a normally closed back contact and a normally open front contact, speed governing mechanism on the vehicle normally requiring that the main relay be energized in normal direction and the back contact of said circuit controller be closed to permit unretarded progress of the vehicle, means for closing said auxiliary relay when the front contact 'of said' circuit controller is closed and said main relay is energized in normal direction put vnot vghen said main relay is energized in reverse direction, means for Ysubsequently keeping said auxiliary relay closed if the main relay is vcle-energized, and

means effective to permit unretarded rogress of the vehicle when said main re ay is ler are closed said speed governing mechanism being so designed that it does notl retard progress of the vehicle whlle the back contact of said circuit controller is open for a short period of time.

tures In testimony whereof we afix our signa- LLOYD V. LE'WIS. FRANK H. NICHOLSON. 

